Marine transport

ABSTRACT

The present invention relates generally to apparatus for marine transportation and more particularly relates to apparatus for moving bulk quantities of goods in a submarine hull with ancillary surface accommodations for the crew. A preferred embodiment of the invention may include an elongated submarine hull having a plurality of cargo holds situated therein and an engine room located in the aft portion thereof. Power means, such as a diesel-electric unit, are located in the engine room and serve to provide motive force for the submarine hull and the related equipment. Projecting upwardly from the upper surface of the aft portion of the hull may be provided a relatively tall vertical fin, the front portion of which is restricted to form a relatively short &#39;&#39;&#39;&#39;blade&#39;&#39;&#39;&#39; which may be used to cut through surface ice formations. A crewboat, the rear portion of which is bifurcated and shaped to receive therein a portion of the vertical fin, is in operative engagement with a portion of the fin and receives its primary motive force therefrom. Means may be included for providing a relatively low-friction contact between the bifurcated portion of the crewboat and the vertical fin to allow restricted pitch, roll and yaw of the boat and of the submarine hull. In addition, access means are included in the fin whereby crew members may move freely from the boat to the interior of the submarine hull. There is also included means connected between the vertical fin and the crewboat for providing energy, such as heat and electrical power, from the engine room in the submarine hull to the crewboat. Air intake and stack gas exhaust conduits also extend through the vertical fin to the atmosphere, so that the submarine hull may be propelled by propulsion systems of the type conventionally used in surface vessels, such as oil fueled steam turbines, diesel engines, gas turbines and the like.

United States Patent Hashemi 1 Mar. 14, W72

[54] MARINE TRANSPORT Hadi T. llashemi, Norman, Okla.

[73] Assignee: University Engineers, Inc., Norman, Okla.

[22] Filed: Aug. 3, 1970 [21] Appl. No.: 60,276

[72] inventor:

Primary Examiner-Trygve M. Blix Attorney-Dunlap, Laney, Hessin &Dougherty [57] ABSTRACT The present invention relates generally toapparatus for marine transportation and more particularly relates toapparatus for moving bulk quantities of goods in a submarine hull withancillary surface accommodations for the crew. A preferred embodiment ofthe invention may include an elongated submarine hull having a pluralityof cargo holds situated therein and an engine room located in the aftportion thereof. Power means, such as a diesel-electric unit, arelocated in the engine room and serve to provide motive force for thesubmarine hull and the related equipment. Projecting upwardly from theupper surface of the aft portion of the hull may be provided arelatively tall vertical fin, the front portion of which is restrictedto fonn a relatively short blade" which may be used to cut throughsurface ice formations. A crewboat, the rear portion of which isbifurcated and shaped to receive therein a portion of the vertical fin,is in operative engagement with a portion of the fin and receives itsprimary motive force therefrom. Means may be: included for providing arelatively low-friction contact between the bifurcated portion of thecrewboat and the vertical fin to allow restricted pitch, roll and yaw ofthe boat and of the submarine hull. in addition, access means areincluded in the fin whereby crew members may move freely from the boatto the interior of the submarine hull. There is also included meansconnected between the vertical fin and the crewboat for providingenergy, such as heat and electrical power, from the engine room in thesubmarine hull to the crewboat. Air intake and stack gas exhaustconduits also extend through the vertical fin to the atmosphere, so thatthe submarine hull may be propelled by propulsion systems of the typeconventionally used in surface vessels, such as oil fueled steamturbines, diesel engines, gas turbines and the like.

25 Claims, 15 Drawing Figures Patemmd March 14, 1972 3,648,635

4 Sheets-Sheet 1 Patented March 14, 1912 3,648,635

4 Sheets-Sheet 4. v

ATTOPA/E- 5' MARINE TRANSPORT BACKGROUND OF THE INVENTION As thetechnology utilized by man in his everyday living becomes increasinglycomplex there has been a corresponding lengthening of supply lines inorder to provide the raw materials for utilization in mans technology.As these supply lines have lengthened, they have carried human endeavorinto areas of the world which were previously considered to be remote tothe point of inaccessibility and which are, under the most benign ofcircumstances, harsh and unyielding to mans ordinary methods ofendeavor.

Among the most striking examples of mans outreach for new sources of rawmaterial into hostile environments is the discovery and production ofhydrocarbons from the icelocked areas that are above the Arctic Circle.

These and possibly other deposits of hydrocarbons and minerals similarlylocated can become economically feasible only when a reliable means forbulk shipment of the riches of the Arctic Region is found. Whileoverland transportation and air cargo shipment are technically feasible,marine transportation appears to offer the greatest economic potential.Air cargo operations are unreliable in the Arctic environment, as wellas being very expensive. Moreover, overland transportation has thesignificant disadvantage of not providing a direct link between theArctic Region and worldwide markets, in addition to facing some severeenvironmental and ecological problems. Even the pipeline transportationof crude through the rough terrain of the Arctic and over some thousandfeet of permafrost faces numerous costly technological and environmentaldifficulties. Even if these difficulties are overcome, pipelinetransmission does not provide an economic route for delivering the oilfound in the Arctic to the East Coast of the United States or to WesternEurope.

So far marine transportation appears to solve part of the difficultiesencountered in moving oil from Arctic regions, although existingproposals ignore some of the other difficulties or introduce newproblems. In general, three distinct schemes for marine transportationhave been proposed up to now. First, it has been suggested that mammothice-breaker tankers with cargo capacities varying between 100,000 to500,000 tons can be used. Indeed, such equipment has been built andexperimental runs have been made in the Arctic. In addition, it has beenthought that the severe stresses placed upon the hull of a marine vesselby surface ice might be obviated by the utilization of nuclear submarinetankers having large cargo capacities which could move underneath thesea unhindered by surface ice conditions. An additional concept quitesimilar to the nuclear submarine envisions a train of submarine bargeswhich might be towed by a submarine towboat.

There are significant drawbacks to each of the above-men tioned schemes.Considering first the possibility of using mammoth icebreakers, itshould be noted that the ability of such a vessel to sail through theice-packed Arctic seas depends en tirely upon the thickness of the ice.An icebreaker tanker capable of withstanding the crushing forces of theice encountered during a severe winter would be extremely expensive andtherefore impractical. Similarly, such a supertanker can be boxed in byice packs of more than normal thickness for several days with resultingunpredictable deliveries. This uncertainty gives rise for the need ofredundant tanker capacities, as well as for additional storagecapacities on both loading and unloading terminals. Such redundancy infacilities introduces an economic factor which could quite conceivablyby itself render the concept unfeasible. The severity of the iceencountered by a supertanker also increases the probability of collisionand catastrophic structural failure of such a vessel. The probability ofthis kind of failure is significantly higher than that for theconventional tanker sailing through warmer seas and the higherprobability is further compounded with the severity of the environmentand ecological damage in the event of a catastrophic structural failure,not to mention the enormous economic loss in cargo.

The concept of using a large nuclear submarine tanker appears to be moreappealing, but it too has a number of disadvantages. Foremost along suchdisadvantages is the fact that the highly skilled submarine crews whichwould of necessity be used to man such a vessel would be confined insidethe submarine with virtually no contact with the outside world for longperiods of time. Under these conditions the number of working hours percrewmember per year would be substantially less than that of aconventional surface tanker. and this would increase the operating costsof the submarine appreciably. Moreover, a serious failure of thesubmarine machinery or structure could easily lead to a catastrophicfailure with a total loss of the ship and its crew. In addition, such asubmarine tanker would, for the most part, be in almost complete radiocommunication blackout throughout the voyage under the ice covered seas.Such a condition would create numerous navigational and schedulingproblems which are not familiar to operators of merchant fleets. Anadditional disadvantage of a nuclear submarine tanker resides in thefact that any such tanker which can meet all of the safety requirements,which are and would be demanded by not only government but also thosesegments of the public that are unfamiliar with and therefore concernedover the utilization of nuclear energy, would be extremely expensive.The more conventional propulsion systems, such as steam turbinepropulsion, could not be utilized in submerged cruising.

Each of these problems characterizing the utilization of a nuclearsubmarine tanker would also characterize the utilization of a submarinebarge train hauled by a nuclear submarine. In addition, in spite of somerather formidable efforts which have been made, no truly satisfactorymethod of controlling, stopping and maneuvering such a submarine towtrain has been perfected. As a result, the danger of collision andcatastrophic failure with such a barge train would be serious indeed.

From the above discussion it can be seen that all of the conventional,and some of the relatively radical suggestions which have been proposedas solutions to the problem of moving bulk cargo from ice covered Arcticareas to the world market are fraught with problems of such consequenceas to render the whole effort in potential economic jeopardy. It is,therefore, an object of the present invention to provide apparatus formoving large quantities of bulk cargo in an economic manner underadverse weather conditions.

A further objective of the present invention is to provide apparatus formoving large quantities of bulk cargo over the ocean without the hazardsand discomforts of a totally submerged operation.

Still a further objective of the present invention is to provideapparatus capable of carrying large quantities of bulk cargo undersurface ice while allowing constant communication of the crew of thevessel with centers of population.

A further objective of the invention is to provide a submarine vesseluseful for bulk cargo transport, and employing a conventional surfacevessel propulsion system which is supplied by ambient air duringsubmerged cruising of the submarine vessel.

Yet another objective of the present invention is to provide submarinebulk transport in combination with a surface vessel which may beattached to the submarine in such a way as to allow relative verticalmotion between the two vessels during passage of the transport.

DESCRIPTION OF THE DRAWINGS Apparatus embodying one form of the presentinvention which is useful in implementing the foregoing objects isdisclosed in the following description which is to be read inconjunction with the accompanying drawings wherein like referencecharacters designate like parts in all views and wherein:

FIG. 1 is a side view, partly in section, showing the relationship of acargo carrying submarine hull to an associated surface vessel;

FIG. 2 is a top plan view of the apparatus shown in FIG. 1 indicatingthe relationship of an upward projecting fin on the submarine hull and arear bifurcated portion of the surface vessel;

FIG. 3 is a partial cross-sectional view taken along line 33 of FIG. 1showing a portion of the internal bracing structure of the submarine finand the surface vessel, and also showing the means by which the surfacevessel contacts the upward fin;

FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 1 showinga hatch together with a ladder, and further showing a portion of aservice channel leading between the submarine and the surface vessel;

FIG. 5 is a fragmental enlarged view of friction reducing means carriedby the surface vessel for engaging a portion of the submarine fin;

FIG. 6 is a cross-sectional view taken along line 66 of FIG. 5 showingthe apparatus for resiliently mounting the friction reducing means shownin FIG. 5;

FIGS. 7a, 7b, and 7c are fragmental views of the surface vessel and aportion of the aft structure of the submarine showing possible relativepositions of the submarine and the vessel;

FIG. 8 is a top plan view of reduced cross section of an alternateembodiment of the submarine hull shown in FIG. 1; and

FIG. 9 is an enlarged cross-sectional view taken along line 99 of FIG. 8wherein the interior structure of a submarine hull is shown.

FIG. 10 is a cross-sectional view similar to FIG. 3, but illustrating amodified embodiment of apparatus for accommodating relative movementbetween the vessels.

FIG. 11 is a fragmental view of a modified embodiment of the surfacevessel and a portion of the aft structure of the submarine.

FIG. 12 is a sectional view taken along line 12-12 of FIG. 1 1.

FIG. 13 is a sectional view taken along line l313 of FIG. 1 1.

GENERALIZED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE PRESENTINVENTION A general understanding of the principles of the presentinvention can be garnered from an examination of FIGS. 1 and 2. In FIG.1, for instance, it may be seen that there is included in thisembodiment of the invention an elongated cylindrical submarine hull 16which is designed to move below the surface of the water and whichcontains a plurality of bulk cargo holds 17. Projecting upwardly abovethe surface of the water from the stern of hull 16 is an enlargedvertical fin indicated generally by the number 18. A surface vessel 19,which is independently movable with relation to fin 18, is designed toengage the forward part of the fin. For this purpose, the aft portion ofsurface vessel 19 is bifurcated as at 21 (FIG. 2) in such a manner as toprovide a bearing surface to the forward part of fin 18 when the finmoves relatively toward the aft portion of vessel 19. Service channelmeans, such as a flexible conduit 30, are provided, through which vessel19 may be furnished with electrical power, steam energy and the like,and also through which command signals to steering apparatus in theinterior of hull 16 may be given from vessel 19. A trunk 90 also extendsupwardly through the fin l8 and accommodates an air intake conduit 92and a gas exhaust or stack conduit 94 for supplying air for thepropulsion system and engine room, and for exhausting gases from theengines.

Propulsion means 20 are carried in the lower aft portion of hull l6 andserve to drive both hull l6 and vessel 19 through the water.

In the bearing surface between vessel 19 and fin 18 there is providedfriction reducing means indicated generally by the number 61 which allowrelative vertical motion with a certain amount of yaw of vessel 19 whenthe vessel is engaged with the front portion of fin 18.

With the apparatus described very generally in the immediately precedingparagraph, it is possible to move relative ly large amounts of bulkcargo underneath the surface of the sea without the necessity for thecrew to remain submerged with the vessel. Moreover, this type ofapparatus is especially suited for carrying such cargo underneath an icecovering on the sea, and an isolated, conventional submarine propulsionsystem is not essential.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE PRESENT INVENTIONDescription of Structure Associated with Submarine Hull 16 Submarinehull 16, around which the rest of the structure in this embodiment isbased, is of standard design and construction. As such it includes apair of bow fins 22 which project outwardly in a horizontal plane fromthe middle portion of hull 16. In addition, the hull is provided with aballast keel 25 at the middle of the lower surface thereof, which keelextends from a point immediately behind the forward end of hull 16 to apoint just forward of an engine room 23 located in the aft portion ofthe hull. Propulsion means 20 is located in engine room 23 and mayinclude any one of several types of propulsion means commonly used inmarine propulsion. In general, it will be preferred to utilize a dieselengine or steam turbine which may be fueled from the fuel tank 24. Airfor supplying the necessary combustion support medium is supplied fromthe atmosphere via a suitable conduit extending through the verticallyextending fin associated with the submarine hull in a manner hereinafterdescribed. Exhaust gases from the propulsion system are vented to theatmosphere in generally the same manner. On the upper surface of hull 16there is carried a superstructure 26 which, in a preferred embodiment,is flattened at the top, at least in the aft portions of thesuperstructure in order to receive thereon the bottom of surface vessel19 when hull l6 surfaces, as for instance during unloading.Superstructure 26 extends for substantially the entire length of hull 16and parallels keel 25.

A pair of horizontally extending stern wings 27 extend outwardly fromthe aft portion of hull 16 and provide stability to the hull as it movesthrough the water. At the opposite end of hull 16, a pair of ballasttanks 28 provide diving and surfacing control to the vessel. A similarballast tank 29 is located in the stern of hull 16 just forward ofengine room 23 and below fuel tank 24.

Cargo holds 17 are spaced sequentially from forward ballast tanks 28 torear ballast tank 29 and substantially encompass all the space in thisarea of hull 16. Each of the holds includes a pair of bulkheads 31 withadjacent holds 17 sharing a common bulkhead. Means are provided forpressure equalization between the interior of each of the holds 17 andthe exterior of hull 16. Such pressure equalization means in theembodiment shown includes a flexible membrane 32 secured to the bottomof each of holds 17 by securing means, such as bolts 33. In thisposition membranes 32 completely cover an aperture 34 formed in thebottom of each hold. Thus, if pressure within a hold 17 decreases, thesurrounding water pressure forces membrane 32 upwardly into the interiorof the hold until the pressure within the hold equals that of thesurrounding water and the movement of membrane 32 is thus stopped.

DESCRIPTION OF STRUCTURE ASSOCIATED WITH FIN 18 The relatively largevertically extending fin 18 which projects from the upper aft surface ofhull 16 to a point above the water has several functions. One of thesefunctions is the traditional one of stabilizing the movement of hull 16in its passage underneath the sea. In addition, as was pointed out inthe general description of the structure, fin 18 serves to furnishmotive force between propulsion means 20 and surface vessel 19. There isstill another primary function of this fin. Specifically, it is designedto engage and cut" surface ice on the sea.

To this end, as best seen in FIG. 4, the forward portion of fin 18 is ofreduced cross-sectional area whereby the fin has the cross-sectionalconfiguration of a knife. Fin 18 includes a covering 40, the leadingedge 36 of which is formed of relatively hard steel and is thickened towithstand continuing impact with sea ice. In addition to the thickeningof leading edge 36, further impact resistance and rigidity is given tofin 18 by a system of internal bracing indicated generally by the number37. While the bracing per se forms no direct part of the presentinvention, it is important to point out that a substantial amount ofthis type of structure is considered necessary in order to maintain thestructural integrity of fin 18 when it impinges upon thick sea ice.

As best shown in FIGS. 1 and 4, a series of vertically spaced,watertight hatches 38 are located near the aft portion of the port sideof fin 18. Hatches 38 may be swung outwardly from fin 18 to provideaccess from the deck of surface vessel 19 into the interior of fin 18.By this means, crewmen from surface vessel 19 may enter submarine hull16 through a hatch 38, descending from the hatch into the hull by meansof a ladder 39 formed on the inside of fin 18 adjacent hatches 38. Avertical, cylindrical passageway 41 is located in the interior of fin 18immediately behind leading edge 36. The upper end of passageway 41communicates with the interior of flexible conduit 30 and providesaccess from the conduit to the interior of submarine hull 16 for energyconductors, such as an electrical cable 42 shown in FIG. 4.

Another important function of the fin 18 is to provide an accessstructure by which the propulsion system of the submarine vessel iscommunicated with the atmosphere. This permits a conventional propulsionsystem of the type used for propelling surface vessels to be employed.Thus, ambient, atmospheric air may be inducted to the engine room 23 bymeans of an air intake conduit 92 extending upwardly through a trunk 90in the fin 18. A stack conduit 94 also extends upwardly through thetrunk 90 to provide a means for venting exhaust gases to the atmosphere.It will be apparent that the openings at the upper ends of the intakeconduit 92 and stack conduit 94 should be spaced from each othersufficiently that undesirable contamination of the inducted air withstack gases does not occur.

As best shown in FIG. 3, the lower portion of fin 18 is enlarged as at43 to form a step 44 with the upper portion thereof. Step 44 provides aseat for surface vessel 19 when submarine hull 16 is in a surfacedposition, as best shown in FIG. 70. In examining FIG. 7c, it will beappreciated that the upper surface of step 44 is in the same horizontalplane with the flattened surface of superstructure 26 so that surfacevessel 19 can rest between superstructure 26 and step 44 with the axisof the vessel substantially parallel with the longitudinal axis of hull16.

DESCRIPTION OF SURFACE VESSEL 19 In general it is the function ofsurface vessel 19 to provide housing for the crew and also to provide asitus for navigation and control of the combined ship-submarineapparatus. While the surface vessel will be provided with auxiliarypropulsion means so that it can maneuver independently of the submarinehull, the primary source of propulsion will, as mentioned earlier, beprovided by thrust from fin 18. Vessel 19 is, with certain exceptions tobe described in more detail hereinafter, of fairly standard design. Assuch, it includes a bridge 46 from which the submarine and surfacevessel are controlled. As pointed out earlier, the stern of vessel 19 isbifurcated as indicated by the number 21. Bifurcation 21 is shaped to becongruent with the forward part of fin 18. In addition, the extremeforward part of bifurcation 21 is notched or extended as indicated bythe number 48 to provide a recess to allow clearance between leadingedge 36 of fin l8 and the stern of surface vessel 19. This clearance isprovided so that no bearing surface will occur between the boat and thecutting edge of the fin, since the pressures which would be encounteredby such an arrangement would be such as to place excessive stress on theboat and the fin during periods of extended use.

Since it is not practical to provide a direct force vector between fin18 and the surface vessel in the direction of motion, the pushing forcewhich is applied from the fin to the vessel will have a component normalto the direction of motion. This thrust component will tend to spreadthe arms of bifurcation 21 outwardly around a center of rotationimmediately in front of leading edge 36. In order to reinforce the sternof vessel 19 against such spreading, removable, horizontal braces 49may, if desired, be provided. Braces 49 may be attached to vessel 19 insuch a manner as to be readily disengaged therefrom to allow relativemotion between fin 18 and the vessel when the vessel is being engagedand disengaged from operative contact with the submarine.

It was mentioned in the previous discussion of fin 18 that a pluralityof watertight hatches 38 are provided in the port side of the fin toallow access into the interior of the fin and thus to engine room 23.Aboard surface vessel 19 structure is provided which will allow the crewto pass from the vessel into the interior. of the fin through one ofthese hatches with a minimum exposure to the elements. This structureincludes a sally port 51 located in the aft, port side of the deck ofsurface vessel 19, as shown in FIG. 2. Communicating with sally port 51on the interior of surface vessel 19 is provided a ladder 52 (FIG. 3)from which crewmembers may ascend to the deck of the vessel. Althoughnot shown in the drawings, if the inclemency of the weather requires, ashelter structure may be erected over sally port 51 in such a manner asto overhang the sally port and provide overhead coverage to thecrewmembers during the time that they open and enter one of thewatertight hatches 38.

DESCRIPTION OF FRICTION REDUCING MEANS 61 It is deemed desirable toprovide means whereby relative vertical motion between fin 18 and vessel19 may be allowed without undue friction. In addition, it is expectedthat in the course of movement of vessel 19 across the water the vesselwill, on occasion, tend to yaw thereby having a twisting motion relativeto the stable vertical fin. To provide for this kind of action, frictionreducing means 61 have been incorporated into the structure of vessel19. These friction reducing means are carried inside bifurcation 21 inthe fore portion thereof in the part of the bifurcation which is at anacute angle with the central longitudinal axis of vessel 19. Frictionreducing means 61, which are carried on both sides of bifurcation 21,are shown in more detail in FIGS. 5 and 6. In FIG. 5, for instance, itwill be seen that each side of the friction reducing means is located ininset portion 62 of bifurcation 47 and comprises a plurality ofhorizontally extending rollers 63 which are parallel to the sides of theinsets. Each end of each of the rollers 63 is joumaled by a rotarycoupling to one end of horizontally movable bars 64. The bars on whichrollers 63 are rotatably journaled slide into apertures 66 formed in thehull of vessel 19 on the rearward vertical surface of insets 62. Seals67 are provided to prevent passage of sea water through aperture 66 intothe interior of the hull.

The ends of bars 64, which are opposite rollers 63 are slidably disposedwithin blind apertures 68 formed in blocks 69. A connecting plate 71secures the rear portion of blocks 69 together while the opposite endsof the blocks are mounted to the interior of the hull with blindapertures 68 aligned with apertures 66. A compression spring 72 iscarried within each of the blind apertures 68 and bears against the endof bars 64 to provide a resilient mounting for such bars whereby rollers63 may move inwardly toward the hull of vessel 19 as the vessel yawsrelative to fin 18.

OPERATION OF THE PREFERRED EMBODIMENT OF THE PRESENT INVENTION Themethod of operation of the present invention is relatively simple andmay best be understood from an examination of FIGS. 7a, 7b and 7c inconjunction with FIG. 1. Let it be assumed that holds 17 are filled withbulk cargo, such as oil, wheat or any similar material, and that surfacevessel 19 is being carried on the top of submarine hull 16, as shown inFIG. 7c. This could be the configuration of the apparatus during andimmediately after loading of holds 17. After maneuvering the apparatusinto the open sea, ballast tanks 28 and 29 are opened to the sea wherebysubmarine hull-16 becomes submerged and assumes the position shown inFIG. 7a. During this time, operation of the ballast tanks and navigationof the apparatus is handled from bridge 46 on surface vessel 19. Inaddition, communications and energy are provided between the surfacevessel and engine room 23 through flexible conduit 30 whereby theapparatus may be operated with a minimum of crew time spent submerged inthe submarine. Also the induction of air for the propulsion system isaccomplished through conduit 92, and exhaust gases are vented to theatmosphere through the stack conduit 94. If the apparatus encounters ice73 on the surface of the sea, as shown in FIG. 7b, vessel 19 will rideabove the ice in the manner of a sled while leading edge 36 of fin 18will sever the ice immediately behind the bifurcated portion 47 of thevessel; thus allowing passage of the relatively thin part of thesubmarine vehicle through the ice.

Although not shown in detail in the drawing, it will be understood thatthe lower portion of the hull of vessel 19 may, if desired, be designedand reinforced as in the manner of a standard icebreaker. In general,however, the bulk of vessel 19 will not be sufficiently large to allowthe vessel to operate as an icebreaker when relatively thick ice isencountered. If desired, ballast tanks may be provided in vessel 19whereby the vessel may be weighted to more effectively provide an icebreaking capability. The hull of the vessel 19 may also be modified asshown in FIGS. 11, 12 and I3 and hereinafter described to enhance theice breaking capability of the vessel 19. In addition, thermal means,such as steam nozzles and the like, may be included in the fore portionof the lower hull of vessel 19 to melt and/or weaken a part of the icebefore it is encountered with leading edge 36 of fin 18. If as vessel 19travels across the surface of ice 73 it encounters small hummocks orpressure ridges, it will tend to move vertically with relationship tofin 18. Should this occur, free, relatively low friction, movement isallowed due to the presence of friction reducing means 61. In addition,if localized irregularities are encountered by the vessel on one or theother side of the central axis of vessel 19, a limited amount of yawrelative to fin I8 will be allowed due to the resilient mounting ofrollers 63.

After the apparatus reaches its off-loading destination, braces 49 may,if desired, be removed and vessel 19 thereafter maneuvered away from fin18. In this event, control for the further operations of the submarinewill be assumed by a crew member in the engine room 23. Under suchcontrol ballast tanks 28 and 29 will be blown and holds 17 thereafteremptied. As the holds are emptied, sea water will tend to move flexiblemembranes 32 upwardly to allow efficient emptying of the holds.

ALTERNATIVE EMBODIMENTS OF THE INVENTION In the description of apparatusembodying this invention presented heretofore, propulsion of standarddesign has been contemplated. There are, however, a number of other waysin which motive power may be given to the combined apparatus which donot rely upon diesel or steam turbine driven propeller power. One ofsuch ways is schematically shown in FIGS. 8 and 9.

Basically the structure shown in these two figures contemplates the useof a plurality of water jets 74 mounted on bow fins 122 and a pair ofsimilar water jets 76 secured to the aft portion of submarine hull 16.Water for these jets is drawn into the interior of hull 16 through anintake 77 located at the fore part of the hull. After entering intake77, the water passes through a water conduit shown in FIG. 9 andindicated by the number 78 to a hydraulic pump of standard design (notshown) located in the engine compartment of the hull. The water, nowunder high pressure, is redistributed to water jets 74 and 76 from whichit is discharged to provide motive power to the submarine. In order toprovide a method for controlling the motion of the apparatus,proportional valves may be included within the water circuit leading toeach of the discharge jets so that the mass of water being projectedfrom each of the jets may be closely controlled.

As best shown in FIG. 9, the water jet means propelling the craft lendsitself to specialized hold structure for the submarine. Thus, in thisfigure it may be seen that the submarine hull is relatively thick at theupper portion 79 thereof, while tapering to a relatively sharp edge atthe bottom of the hull as indicated by the number 81. Within theinterior portion of the hull there may be provided relatively largeflexible cargo bags 82 which actually form a portion of the bottom ofthe submarine. While hull structure of this type might seem to provideinsufficient mechanical rigidity, it is to be noted that such rigidityis not required with the type of propulsion system shown in FIG. 8. Moreparticularly, when a standard propeller driven submarine is used, theforce moving the forward portion of the vessel must be transmitted fromthe propeller through the intermediate portions of the hull. Thus, it isquite necessary under such an arrangement that the intermediate portionsof the hull be structurally secure. However, when motive force is placedupon the hull from a number of positions along the hull, then thetraditional structural rigidity is not required.

In FIG. 10 of the drawings, another type of friction reducing system isillustrated in which some rolling motion by the submarine hull 16 isaccommodated. Here the vertically extending fin 18 of the submarinevessel 16 extends between a pair of semicylindrical rigid fenderelements and 102 which are mounted in the hull of the surface vessel 19on opposite sides of bifurcation 47. The fender elements 100 and 102 aremovably mounted in complementary (semicircularly) shaped tracks (notvisible) in the adjacent longitudinal bulkheads of the hull 19 of thesurface vessel so that by movement in these tracks, the fender elementsmay pivot so that their inner, substantially planar faces adjacent thefin 18 extend at angles with respect to the vertical. Mounted in each ofthe fender elements 100 and 102 are spring biased rollers 104 whichperform a function similar to the rollers 63 depicted in the frictionreducing system shown in FIG. 6. Thus, concurrent yawing, pitching orrolling of surface vessel 19 can be accommodated even though at the sametime, the submarine vessel may be rolling slightly to cause the fenderelements 100 and 102 to be canted with respect to the hull 19 of thesurface vessel.

In FIG. 11 of the drawings, an alternate embodiment of the invention isdepicted in which the construction and configuration of the surfacevessel or crewboat has been modified to enhance the icebreakingcapability of this vessel. Here, the submarine hull 16 includes avertically extending fin 18 as in the case of the other, previouslydescribed embodiments of the invention. The surface vessel, however, inbeing differently configured and constructed, is designated generally byreference numeral 110. The hull 112 of the surface vessel is constructedto increase the capability of the vessel of breaking ice through whichthe vessel moves by weight imposed upon the ice, rather than byexclusively cutting or shearing the ice. Thus, a substantial weight isimparted to the forward portion of the hull 112 by suitable ballastingtechniques, and the hull has a sharp break along the lower portionthereof to permit the bow portion of the surface vessel to pass up overthe ice ahead of the vessel more easily. It will be perceived that thestem of the surface vessel is also more sharply raked, as indicated byreference numeral 114.

At a point about midships of the surface vessel 110, the keel linebreaks downwardly and in doing so, the bottom of the hull undergoes atransition from a relatively flat beamwise configuration forward, asshown in FIG. 12, to a sharpened keel rib 116, as shown in FIG. 13. Withthe surface vessel 110 constructed in the manner described, the weightimposed by the forward portion of the vessel on the ice over which it ispassing helps to crush and break the ice, and the keel rib 116 furtheraids in cutting through the fractured ice which has been weakened by theweight of the surface vessel passing thereover.

It will be obvious that a number of changes and alterations may be madein the structures shown in the drawings without departing from thespirit and scope of the present invention. For instance, if desired, fin18 may be mounted at the fore portion of hull 16 and provide propulsiveforce to vessel 19 from that position. Such an arrangement would havethe advantage of allowing sonar scanning direct from vessel 19 prior tothe passage of the submarine hull. In addition, it would be feasible toutilize a front drive mechanism so that the total length of the hullwould be in tension rather than compression. With this type of anarrangement it would not, of course, be necessary to structurallyreinforce the hull in the manner required by a rear-driven mechanism.indeed, if desired, with a front drive, the hull could be relativelyflexible to produce the obvious advantages which such flexibility wouldhave under adverse weather conditions. Thus, it will be seen that theembodiments described herein are presented by way of examples only andthat many changes and modifications thereto may be made withoutdeparting from the spirit of the invention and the scope of the annexedclaims.

What I claim is:

1. Marine transport apparatus comprising:

a. a submarine hull;

b. propulsion means mounted in the hull for moving the hull through thewater;

c. a vertical fin mounted on the upper portion of said hull;

d. a surface vessel, the stern of said vessel being bifurcated toreceive therein a portion of said fin whereby said surface vessel ispropelled across the water by said submarine hull; and

e. means for connecting said surface vessel to said submarine hull forproviding energy to said surface vessel.

2. The apparatus defined in claim 1 wherein the forward portion of saidfin is of reduced cross-sectional area whereby a cutting edge is formed.

3. The apparatus defined in claim 1 wherein said fin has formed thereinan access way to allow communication between the surface vessel and thesubmarine hull.

4. The apparatus defined in claim 2 wherein the horizontalcross-sectional shape of the bifurcated portion of the surface vesselconforms to the horizontal cross-sectional shape of the forward sideportions of the fin and wherein a recess is formed in the forwardportion of the bifurcation whereby the cutting edge at the forwardportion of the fin is restricted from engaging said surface vessel.

5. The apparatus defined in claim 1 wherein said means for connectingcomprises a flexible conduit in which is disposed an electric cable.

6. The apparatus defined in claim 1 further characterized by frictionreducing means mounted on the surface vessel for reducing frictionalengagement between the surface vessel and the fin.

7. The apparatus defined in claim 6 wherein said friction reducing meanscomprises a plurality of horizontally extending rollers mounted on theinward facing, vertical sides of the bifurcation formed in the stern ofthe surface vessel.

8. The apparatus defined in claim 3 wherein said access way comprises: i

a. a watertight hatch formed on the side of said fin, and

b. a substantially vertical ladder mounted within said fin between thesubmarine hull and said watertight hatch.

9. The apparatus defined in claim 1 wherein means are provided forbracing the bifurcated portions of the surface vessel against horizontalmotion relative to each other.

10. The apparatus defined in claim 9 further characterized by frictionreducing means mounted on the surface vessel for reducing frictionalengagement between the surface vessel and the fin.

11. The apparatus defined in claim 10 wherein said friction reducingmeans comprises a plurality of horizontally extending rollers mounted onthe inward facing, vertical sides of the bifurcation formed in the aftportion of the surface vessel.

12. The apparatus defined in claim 11 wherein said rollers areresiliently mounted in the hull of said surface vessel to allow limitedhorizontal movement of said rollers relative to said hull.

13. The apparatus defined in claim 12 wherein the forward portion ofsaid fin is of reduced cross-sectional area whereby a cutting edge isformed.

141. The apparatus defined in claim 13 wherein the horizontalcross-sectional shape of the bifurcated portion of the surface vesselconforms to the horizontal cross-sectional shape of the forward sideportions of the fin and wherein a recess is formed in the forwardportion of the bifurcation whereby the cutting edge at the forwardportion of the fin is restricted from engaging said surface vessel.

15. The apparatus defined in claim 1 1 wherein said fin has formedtherein an access way to allow communication between the surface vesseland the submarine hull.

16. The apparatus defined in claim 15 wherein said access way comprises:

a. a watertight hatch formed on the side of said fin, and

b. a substantially vertical ladder mounted within said fin between thesubmarine hull and said watertight hatch.

17. The apparatus defined in claim 15 wherein said means for connectingcomprises a flexible conduit in which is disposed an electric cable.

18. Marine transport apparatus as defined in claim l and furthercharacterized as including conduit means extending through said verticalfin and placing said propulsion means in communication with theatmosphere.

19. Marine transport apparatus as defined in claim 18 wherein saidconduit means includes:

an air intake conduit; and

an exhaust gas stack conduit.

20. Marine transport apparatus as defined in claim 6 wherein saidfriction reducing means comprises:

a pair of opposed semicylindrical fender elements movably mounted on thehull of said surface vessel on opposite sides of the bifurcation in thehull of the surface vessel; and

horizontally extending rollers mounted on the inward facing,substantially planar sides of said semicylindrical fender elements andcontacting said vertically extending fin.

21. A marine transport apparatus as defined in claim 1 wherein saidsurface vessel is further characterized in having a flat bottomed bowportion, a raked stem and sharp, downwardly breaking keel rib amidships.

22. Apparatus for bulk marine transportation which comprises:

a. a submarine hull having an engine room in the stern thereof and aplurality of holds therein;

b. diesel-electric propulsion means carried within said engine room;

c. an upwardly extending fin projecting from the upper surface at thestern of the submarine hull, said fin being designed to protrude abovethe surface of the water when the submarine hull is submerged, theforward portion of said fin being of reduced horizontal cross-sectionalarea whereby a cutting edge is formed thereby;

cl. a surface vessel, the stern of said vessel being bifurcated toreceive therein a portion of the said fin whereby said surface vessel ispropelled across the surface of the water by said submarine hull;

e. friction reducing means mounted on the surface vessel for reducingfrictional engagement between said vessel and the fin; and

l 24. The apparatus defined in claim 23 wherein said friction reducingmeans comprises a plurality of horizontally extending rollers mounted onthe inward facing, vertical sides of the bifurcation formed in the aftportion of the surface vessel.

25. The apparatus defined in claim 24 wherein said rollers areresiliently mounted in the hull of said surface vessel to allow limitedhorizontal movement of said rollers relative to said hull.

1. Marine transport apparatus comprising: a. a submarine hull; b. propulsion means mounted in the hull for moving the hull through the water; c. a vertical fin mounted on the upper portion of said hull; d. a surface vessel, the stern of said vessel being bifurcated to receive therein a portion of said fin whereby said surface vessel is propelled across the water by said submarine hull; and e. means for connecting said surface vessel to said submarine hull for providing energy to said surface vessel.
 2. The apparatus defined in claim 1 wherein the forward portion of said fin is of reduced cross-sectional area whereby a cutting edge is formed.
 3. The apparatus defined in claim 1 wherein said fin has formed therein an access way to allow communication between the surface vessel and the submarine hull.
 4. The apparatus defined in claim 2 wherein the horizontal cross-sectional shape of the bifurcated portion of the surface vessel conforms to the horizontal cross-sectional shape of the forward side portions of the fin and wherein a recess is formed in the forward portion of the bifurcation whereby the cutting edge at the forward portion of the fin is restricted from engaging said surface vessel.
 5. The apparatus defined in claim 1 wherein said means for connecting comprises a flexible conduit in which is disposed an electric cable.
 6. The apparatus defined in claim 1 further characterized by friction reducing means mounted on the surface vessel for reducing frictional engagement between the surface vessel and the fin.
 7. The apparatus defined in claim 6 wherein said friction reducing means comprises a plurality of horizontally extending rollers mounted on the inward facing, vertical sides of the bifurcation formed in the stern of the surface vessel.
 8. The apparatus defined in claim 3 wherein said access way comprises: a. a watertight hatch formed on the side of said fin, and b. a substantially vertical ladder mounted within said fin between the submarine hull and said watertight hatch.
 9. The apparatus defined in claim 1 wherein means are provided for bracing the bifurcated portions of the surface vessel against horizontal motion relative to each other.
 10. The apparatus defined in claim 9 further characterized by friction reducing means mounted on the surface vessel for reducing frictional engagement between the surface vessel and the fin.
 11. The apparatus defined in claim 10 wherein said friction reducing means comprises a plurality of horizontally extending rollers mounted on the inward facing, vertical sides of the bifurcation formed in the aft portion of the surface vessel.
 12. The apparatus defined in claim 11 wherein said rollers are resiliently mounted in the hull of said surface vessel to allow limited horizontal movement of said rollers relative to said hull.
 13. The apparatus defined in claim 12 wherein the forward portion of said fin is of reduced cross-sectional area whereby a cutting edge is formed.
 14. The apparatus defined in claim 13 wherein the horizontal cross-sectional shape of the bifurcated portion of the surface vessel conforms to the horizoNtal cross-sectional shape of the forward side portions of the fin and wherein a recess is formed in the forward portion of the bifurcation whereby the cutting edge at the forward portion of the fin is restricted from engaging said surface vessel.
 15. The apparatus defined in claim 14 wherein said fin has formed therein an access way to allow communication between the surface vessel and the submarine hull.
 16. The apparatus defined in claim 15 wherein said access way comprises: a. a watertight hatch formed on the side of said fin, and b. a substantially vertical ladder mounted within said fin between the submarine hull and said watertight hatch.
 17. The apparatus defined in claim 15 wherein said means for connecting comprises a flexible conduit in which is disposed an electric cable.
 18. Marine transport apparatus as defined in claim 1 and further characterized as including conduit means extending through said vertical fin and placing said propulsion means in communication with the atmosphere.
 19. Marine transport apparatus as defined in claim 18 wherein said conduit means includes: an air intake conduit; and an exhaust gas stack conduit.
 20. Marine transport apparatus as defined in claim 6 wherein said friction reducing means comprises: a pair of opposed semicylindrical fender elements movably mounted on the hull of said surface vessel on opposite sides of the bifurcation in the hull of the surface vessel; and horizontally extending rollers mounted on the inward facing, substantially planar sides of said semicylindrical fender elements and contacting said vertically extending fin.
 21. A marine transport apparatus as defined in claim 1 wherein said surface vessel is further characterized in having a flat bottomed bow portion, a raked stem and sharp, downwardly breaking keel rib amidships.
 22. Apparatus for bulk marine transportation which comprises: a. a submarine hull having an engine room in the stern thereof and a plurality of holds therein; b. diesel-electric propulsion means carried within said engine room; c. an upwardly extending fin projecting from the upper surface at the stern of the submarine hull, said fin being designed to protrude above the surface of the water when the submarine hull is submerged, the forward portion of said fin being of reduced horizontal cross-sectional area whereby a cutting edge is formed thereby; d. a surface vessel, the stern of said vessel being bifurcated to receive therein a portion of the said fin whereby said surface vessel is propelled across the surface of the water by said submarine hull; e. friction reducing means mounted on the surface vessel for reducing frictional engagement between said vessel and the fin; and f. a flexible conduit connected between the top of said fin and the surface vessel for providing electric energy from the diesel-electric propulsion means to the surface vessel.
 23. The apparatus defined in claim 22 wherein the horizontal cross-sectional shape of the bifurcated portion of the surface vessel conforms to the horizontal cross-sectional shape of the forward side portions of the fin and wherein a recess is formed in the forward portion of the bifurcation whereby the cutting edge at the forward portion of the fin is restricted from engaging said surface vessel.
 24. The apparatus defined in claim 23 wherein said friction reducing means comprises a plurality of horizontally extending rollers mounted on the inward facing, vertical sides of the bifurcation formed in the aft portion of the surface vessel.
 25. The apparatus defined in claim 24 wherein said rollers are resiliently mounted in the hull of said surface vessel to allow limited horizontal movement of said rollers relative to said hull. 